JP2018177163A - Motorcar - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress excessive temperature increment in a motor, an inverter and an engagement element (clutch).SOLUTION: There is provided a motorcar comprising a motor, an inverter driving the motor, a power accumulation apparatus communicating with the motor via the inverter with electric power, and a clutch arranged between the motor and driving wheels. Under a situation where the motor outputs torque and a vehicle is stopped, when the temperature of the motor and/or the inverter increases to higher than a first threshold, a half engagement control is executed, where the clutch is controlled to rotate the motor in a half engagement state.SELECTED DRAWING: Figure 2

Description

  The present invention relates to motor vehicles.

  Conventionally, as an automobile of this type, in an automobile provided with a motor and a transmission provided between the motor and a drive wheel, when the motor is at rest and the motor outputs torque, It has been proposed that the engagement element corresponding to the target gear is brought into a half engagement state while the torque corresponding to the accelerator opening degree and the torque corresponding to the target gear of the transmission are output from the motor (for example, , Patent Document 1). In this automobile, by such control, the motor is rotated to change the phase of the phase current of the motor, thereby suppressing the excessive temperature rise of the motor and the inverter. Then, when the phase current of the motor changes, the engagement element in the half engagement state is brought into full engagement state.

JP 2008-125318 A

  In the above-mentioned automobile, when the phase current of the motor changes after the engagement element is in the half engagement state, the engagement element is in the full engagement state, so the motor rotation amount (rotation time) is not very large. As a result, the temperature of the motor or inverter may not be reduced so much. On the other hand, although it is conceivable to increase the amount of rotation of the motor, when the engagement element is in a half engagement state and the motor is rotated, heat is generated (frictional heat) in the engagement element. If the amount is too large, the temperature of the engaging element may be excessively increased.

  An automobile according to the present invention is mainly intended to suppress an excessive temperature rise of a motor, an inverter and an engaging element (clutch).

  The motor vehicle of the present invention adopts the following measures in order to achieve the above-mentioned main object.

The automobile of the present invention is
Motor,
An inverter for driving the motor;
A power storage device that exchanges power with the motor via the inverter;
A clutch provided between the motor and the drive wheel;
A controller for controlling the inverter and the clutch;
A car equipped with
When the temperature of the motor and / or the inverter becomes higher than a first threshold while the control device is outputting torque from the motor and the vehicle is at rest, the clutch is half engaged To execute the half engagement control for controlling the motor to rotate, and the clutch is fully engaged when the temperature of the clutch becomes higher than the second threshold during the half engagement control. Control the motor to stop rotating,
Make it a gist.

  In the vehicle according to the present invention, when the motor and / or the inverter are higher in temperature than the first threshold while the motor is outputting torque and the vehicle is at rest, the clutch is in half engagement and the motor is Performs a half engagement control that controls to rotate. Thereby, the excessive temperature rise of a motor or an inverter can be suppressed. Then, when the temperature of the clutch becomes higher than the second threshold value during the half engagement control, the clutch is completely engaged and the motor is controlled to stop rotating. Thereby, an excessive temperature rise of the clutch can be suppressed. As a result of these, it is possible to suppress an excessive temperature rise of the motor, the inverter and the clutch.

  In the vehicle according to the present invention, the control device is a zero-crossing circuit in which current of any phase of the motor crosses zero when the temperature of the clutch becomes higher than the second threshold during execution of the half engagement control. The motor may be controlled to stop rotating within a predetermined range including an electrical angle. At the zero-crossing electrical angle, the absolute value of the phase current of each phase with the largest absolute value decreases, so stopping the rotation of the motor near that point reduces the rotation of the motor or inverter when the rotation is stopped. The heat generation and thus the temperature rise can be suppressed.

  Further, in the automobile according to the present invention, when the control device performs the half engagement control, the same torque as when the half engagement control is not performed is output to the drive wheel side. The motor may be controlled. In this way, it is possible to further suppress the movement of the vehicle when performing the half engagement control.

It is a block diagram which shows the outline of a structure of the electric vehicle 20 as one Example of this invention. 5 is a flowchart showing an example of a hold state control routine executed by the electronic control unit 50. FIG. 10 is an explanatory drawing showing an example of the relationship between the hydraulic pressure command Pc * of the clutch 40 and the torque command Tm * of the motor 32 when the torque output to the input shaft 42a of the automatic transmission 42 becomes equal to the required torque Tin *. . FIG. 6 is an explanatory drawing showing an example of the relationship between the electrical angle θe of the motor 32, the phase currents Iu, Iv and Iw of each phase, and the maximum absolute values of the phase currents Iu, Iv and Iw.

  Next, modes for carrying out the present invention will be described using examples.

  FIG. 1 is a block diagram schematically showing the configuration of an electric vehicle 20 as an embodiment of the present invention. As illustrated, the electric vehicle 20 of the embodiment includes a motor 32, an inverter 34, a battery 36 as a power storage device, a clutch 40, an automatic transmission 42, and an electronic control unit 50.

  The motor 32 is configured as a synchronous generator motor, and includes a rotor in which permanent magnets are embedded, and a stator in which a three-phase coil is wound. The rotation shaft of the motor 32 is connected to the input shaft 42 a of the automatic transmission 42 via the clutch 40.

  The inverter 34 is used to drive the motor 32. The inverter 34 is connected to the battery 36 via the power line 38, and includes six diodes D11 to T16 as six switching elements and six diodes D11 to D16 connected in parallel to the six transistors T11 to T16, respectively. And D16. The transistors T11 to T16 are arranged in pairs of two so that the source side and the sink side of the positive electrode side line and the negative electrode side line of the power line 38, respectively. Further, each of three-phase coils (U-phase, V-phase, W-phase coils) of the motor 32 is connected to each of connection points of the pair of transistors T11 to T16. Therefore, when the voltage is applied to the inverter 34, the ratio of the on time of the paired transistors T11 to T16 is adjusted by the electronic control unit 50, so that a rotating magnetic field is formed in the three-phase coil. 32 is rotationally driven.

  The battery 36 is configured as, for example, a lithium ion secondary battery or a nickel hydrogen secondary battery, and is connected to the inverter 34 via the power line 38 as described above. The clutch 40 is configured, for example, as a hydraulically driven friction clutch, and performs connection and disconnection between the rotation shaft of the motor 32 and the input shaft 42 a of the automatic transmission 42.

  The automatic transmission 42 is configured as a hydraulically driven four-speed automatic transmission, and has an input shaft 42a connected to the rotation shaft of the motor 32 via a clutch 40, and differential gears 24 for the drive wheels 22a and 22b. , And a plurality of planetary gears, and a plurality of hydraulically driven friction engagement elements (clutch, brake). The automatic transmission 42 forms a forward gear or a reverse gear from the first gear to the fourth gear by engagement and disengagement of the plurality of frictional engagement elements, and power is transmitted between the input shaft 42a and the output shaft 42b. introduce.

  The electronic control unit 50 is configured as a microprocessor centering on the CPU 52, and, in addition to the CPU 52, includes a ROM 54 for storing processing programs, a RAM 56 for temporarily storing data, and an input / output port. Signals from various sensors are input to the electronic control unit 50 through input ports. As a signal input to the electronic control unit 50, for example, rotational position detection for detecting the rotational speed Nd of the drive shaft 26 from the rotational speed sensor 26a attached to the drive shaft 26, and the rotational position of the rotor of the motor 32 Motor 32 from a rotational position θm from a sensor (for example, resolver) 32a, a phase current Iu, Iv from a current sensor 32u, 32v for detecting a phase current of each phase of the motor 32, a temperature sensor 32t for detecting a temperature of the motor 32 And the temperature ti of the inverter 34 from the temperature sensor 34t that detects the temperature of the inverter 34. Further, the voltage Vb of the battery 36 from the voltage sensor 36a attached between the terminals of the battery 36, the current Ib of the battery 36 from the current sensor 36b attached to the output terminal of the battery 36, and the temperature of the clutch 40 are detected. The temperature tc of the clutch 40 from the temperature sensor 40t can also be mentioned. In addition, the ignition signal from the ignition switch 60, the shift position SP from the shift position sensor 62 for detecting the operation position of the shift lever 61, and the accelerator opening degree from the accelerator pedal position sensor 64 for detecting the depression amount of the accelerator pedal 63. There can also be mentioned Acc, the brake pedal position BP from the brake pedal position sensor 66 for detecting the depression amount of the brake pedal 65, and the vehicle speed V from the vehicle speed sensor 68. Various control signals are output from the electronic control unit 50 through the output port. Examples of signals output from the electronic control unit 50 include a switching control signal to the transistors T11 to T16 of the inverter 34, a control signal to the clutch 40, and a control signal to the automatic transmission 42. The electronic control unit 50 calculates the electrical angle θe, the angular velocity ωm, and the rotational speed Nm of the motor 32 based on the rotational position θm of the rotor of the motor 32 from the rotational position detection sensor 32a. Further, the electronic control unit 50 determines the currents Id and Iq of the d axis and the q axis based on the phase currents Iu and Iv of the motor 32 from the current sensors 32u and 32v, and the currents Id and Iq of the d axis and the q axis. The torque Tm of the motor 32 is estimated based on Further, the electronic control unit 50 calculates the storage ratio SOC of the battery 36 based on the integrated value of the current Ib of the battery 36 from the current sensor 36b. Here, the storage ratio SOC is a ratio of the capacity of power that can be discharged from the battery 36 to the total capacity of the battery 36.

  In the electric vehicle 20 of the embodiment configured as described above, the following control of traveling is performed by the electronic control unit 50 when traveling. In the travel control, the electronic control unit 50 fully engages the clutch 40. Further, the target shift position S * of the automatic transmission 42 is set based on the accelerator opening Acc from the accelerator pedal position sensor 64 and the vehicle speed V from the vehicle speed sensor 68, and the shift position S of the automatic transmission 42 is the target shift. The automatic transmission 42 is controlled to be the stage S *. Further, the required torque Td * of the drive shaft 26 is set based on the accelerator opening Acc and the vehicle speed V, and the automatic transmission 42 based on the required torque Td * of the drive shaft 26 and the gear ratio Gr of the automatic transmission 42. The torque command Tm * of the motor 32 is set so that the required torque Tin * of the input shaft 42a is set to be output to the input shaft 42a of the automatic transmission 42 (via the clutch 40). The switching control of the transistors T11 to T16 of the inverter 34 is performed so that the motor 32 is driven by the torque command Tm *. The gear ratio Gr of the automatic transmission 42 corresponds to the rotational speed Nm based on the rotational position θm of the motor 32 from the rotational position detection sensor 32a (the rotational speed of the input shaft 42a of the automatic transmission 42) from the rotational speed sensor 26a. It is possible to calculate by dividing by the rotation speed Nd of the drive shaft 26, or to use a value corresponding to the current shift position S of the automatic transmission 42.

  Next, the operation of the electric vehicle 20 according to the embodiment configured as described above, in particular, a state in which the motor 32 is outputting torque and the vehicle is stopped (for example, the accelerator pedal 63 is stepped on the uphill Hereinafter, control of the motor 32 and the clutch 40 in a state of "stop state", etc. will be described. The automatic transmission 42 is controlled in the same manner as described above even in the hold state.

  FIG. 2 is a flowchart showing an example of the hold state control routine executed by the electronic control unit 50. This routine is repeatedly executed until the hold state cancellation request is made after the hold state. For example, the torque Tm of the motor 32 estimated based on the currents Iu and Iv of the d axis and the q axis based on the phase currents Iu and Iv from the current sensors 32u and 32v, and the threshold value Tmref And the comparison between the vehicle speed V from the vehicle speed sensor 68 and the threshold value Vref. It can be determined whether, for example, the accelerator opening Acc from the accelerator pedal position sensor 64 has changed since the hold state was canceled.

  When the control routine of FIG. 2 is executed, the electronic control unit 50 generates the required torque Tin * of the input shaft 42a of the automatic transmission 42, the electrical angle θe of the motor 32, the temperature tm, the temperature ti of the inverter 34, and the clutch 40. Data such as the temperature tc of the input data (step S100). Here, the required torque Tin * of the input shaft 42a of the automatic transmission 42 is set to the value set in the same manner as described above. The electric angle θe of the motor 32 is a value calculated based on the rotational position θm of the motor 32 from the rotational position detection sensor 32a. As the temperature tm of the motor 32, a value detected by the temperature sensor 32t is input. As the temperature ti of the inverter 34, the value detected by the temperature sensor 34t is input. The temperature tc of the clutch 40 is a value detected by the temperature sensor 40t.

  When data is thus input, it is determined whether the clutch 40 is completely engaged (the hydraulic pressure of the clutch 40 is a predetermined hydraulic pressure Pc1 described later) (step S110), and the clutch 40 is completely engaged. When it is determined, the temperature tm of the motor 32 is compared with the threshold value tmref1 and the temperature ti of the inverter 34 is compared with the threshold value tiref1 (step S120). Here, as the threshold value tmref1, for example, 100 ° C., 110 ° C., 120 ° C., or the like can be used as a temperature that is somewhat lower than the overheat temperature of the motor 32. As the threshold value tiref 1, for example, 100 ° C., 110 ° C., 120 ° C., or the like can be used as a temperature somewhat lower than the overheat temperature of the inverter 34. Now, since it is considered that the motor 32 is stopped by the complete engagement of the clutch 40 at the hold time, a specific phase (elements of the three-phase coil of the motor 32 and the transistors T11 to T16 of the inverter 34) ), And the temperature tm of the motor 32 and the temperature ti of the inverter 34 tend to rise. Based on this, in the embodiment, the process of step S120 is performed.

  In step S120, when temperature tm of motor 32 is equal to or less than threshold value tmref1 and temperature ti of inverter 34 is equal to or less than threshold value tiref1, hydraulic pressure command Pc * of clutch 40 is set to predetermined hydraulic pressure Pc1 and torque command Tm * of motor 32 is set. The required torque Tin * of the input shaft 42a of the automatic transmission 42 is set, the clutch 40 is controlled using the hydraulic pressure command Pc * of the clutch 40, and the motor 32 (inverter 34) is controlled using the torque command Tm * of the motor 32. The control is performed (step S130), and this routine ends. Here, the predetermined hydraulic pressure Pc1 is a hydraulic pressure when the clutch 40 is completely engaged.

  In step S120, when the temperature tm of the motor 32 is higher than the threshold tmref1 or the temperature ti of the inverter 34 is higher than the threshold tiref1, the hydraulic pressure command Pc * of the clutch 40 is changed from the predetermined oil pressure Pc1 to the predetermined oil pressure Pc2 lower than that. The hydraulic pressure command Pc * of the clutch 40 is changed while changing the torque command Tm * of the motor 32 from the required torque Tin * of the automatic transmission 42 of the clutch 40 to a torque (Tin * + ΔT) larger by a predetermined torque ΔT. Is used to control the clutch 40 and the motor 32 (inverter 34) is controlled using the torque command Tm * of the motor 32 (step S140), and this routine is ended. Here, the predetermined hydraulic pressure Pc2 is a hydraulic pressure when the clutch 40 is half engaged. The predetermined torque ΔT is a correction torque required to output the required torque Tin * to the input shaft 42a of the automatic transmission 42 when the hydraulic pressure of the clutch 40 is changed to the predetermined hydraulic pressure Pc2. In step S140, the hydraulic pressure of the clutch 40 is gradually changed from the predetermined hydraulic pressure Pc1 to the predetermined hydraulic pressure Pc2 while holding the torque output to the input shaft 42a of the automatic transmission 42 at the required torque Tin *. It is preferable to gradually change the torque from the required torque Tin * to the torque (Tin * + ΔT). FIG. 3 shows an example of the relationship between the hydraulic pressure command Pc * of the clutch 40 and the torque command Tm * of the motor 32 when the torque output to the input shaft 42a of the automatic transmission 42 becomes equal to the required torque Tin *. FIG. In the case of FIG. 3, it is preferable to gradually move along the solid line from point A to point B in the figure. By doing this, it is possible to further suppress the movement of the vehicle when making the clutch 40 from the full engagement to the half engagement. Thus, when the clutch 40 is half engaged, the torque from the motor 32 becomes larger than the allowable torque of the clutch 40, and the motor 32 rotates. At the time of holding, when the motor 32 is rotated, the phase through which a large current flows among the three-phase coil of the motor 32 and the transistors T11 to T16 of the inverter 34 changes, so cooling of the motor 32 and the inverter 34 by a cooling device not shown Thus, the temperature tm of the motor 32 and the temperature ti of the inverter 34 can be reduced. Thereby, overheating of the motor 32 and the inverter 34 can be suppressed.

  When the clutch 40 is half engaged, it is determined in step S110 that the clutch 40 is half engaged, and the temperature tm of the motor 32 is compared with the threshold tmref2 slightly lower than the above threshold tmref1 and the temperature of the inverter 34 is ti is compared with a threshold tiref2 slightly lower than the above-mentioned threshold tiref1 (step S150). Here, as the threshold value tmref2, for example, a temperature lower than the threshold value tmref1 by 5 ° C., 10 ° C., 15 ° C., or the like can be used. As the threshold tiref2, a temperature lower than the threshold tiref1 by 5 ° C., 10 ° C., 15 ° C., or the like can be used. As described above, when the motor 32 is rotated, the temperature tm of the motor 32 and the temperature ti of the inverter 34 can be reduced. Based on this, in the embodiment, the process of step S150 is performed.

  In step S150, when the temperature tm of the motor 32 is higher than the threshold value tmref2 or the temperature ti of the inverter 34 is higher than the threshold value tiref2, the temperature tc of the clutch 40 is compared with the threshold value tcref (step S160). Here, as the threshold value tcref, a temperature that is somewhat lower than the overheated temperature of the clutch 40 can be used. When the motor 32 is rotated with the clutch 40 in a half engagement state, heat (frictional heat) in the clutch 40 tends to increase the temperature tc of the clutch 40. Based on this, in the embodiment, the process of step S160 is performed.

  When the temperature tc of the clutch 40 is lower than the threshold tcref in step S160, the above-described predetermined oil pressure Pc2 is set to the oil pressure command Pc * of the clutch 40 and the above torque (Tin * + ΔT) is set to the torque command Tm * of the motor 32. Then, the hydraulic pressure command Pc * of the clutch 40 is used to control the clutch 40 and the torque command Tm * of the motor 32 is used to control the motor 32 (inverter 34) (step S180), and this routine is ended. In this case, the rotation of the motor 32 in the half engagement state of the clutch 40 is continued.

  In step S150, when the temperature tm of the motor 32 is less than or equal to the threshold tmref2 and the temperature ti of the inverter 34 is less than or equal to the threshold tiref2, it is determined whether the electrical angle θe of the motor 32 is within a predetermined range (step S170). Further, even if the temperature tm of the motor 32 is higher than the threshold tmref2 in step S150 or the temperature tc of the clutch 40 is higher than the threshold tcref in step S160 even if the temperature ti of the inverter 34 is higher than the threshold tiref2. It is determined whether the electric angle θe of the motor 32 is within a predetermined range (step S170). The predetermined range will be described later.

  When the electric angle θe of the motor 32 is out of the predetermined range, the above-described predetermined oil pressure Pc2 is set to the oil pressure command Pc * of the clutch 40 and the above torque (Tin * + ΔT) is set to the torque command Tm * of the motor 32. Then, the hydraulic pressure command Pc * of the clutch 40 is used to control the clutch 40 and the torque command Tm * of the motor 32 is used to control the motor 32 (inverter 34) (step S180), and this routine is ended. In this case, the rotation of the motor 32 in the half engagement state of the clutch 40 is continued.

  On the other hand, when the electric angle θe of the motor 32 is within the predetermined range, the hydraulic pressure command Pc * of the clutch 40 is changed from the predetermined hydraulic pressure Pc2 to a predetermined hydraulic pressure Pc1 higher than that, and the torque command Tm * of the motor 32 is torqued (Tin * While changing from + ΔT to the required torque Tin * of the automatic transmission 42 of the clutch 40, the hydraulic command Pc * of the clutch 40 is used to control the clutch 40 and the torque command Tm * of the motor 32 is used to 34) (step S190), and the present routine ends. In the process of step S190, the hydraulic pressure of the clutch 40 is gradually changed from the predetermined hydraulic pressure Pc2 to the predetermined hydraulic pressure Pc1 while holding the torque output to the input shaft 42a of the automatic transmission 42 at the required torque Tin * It is preferable to gradually change the torque from torque (Tin * + ΔT) to the required torque Tin *. Considering FIG. 3, it is preferable to gradually change from point B to point A along the solid line. By doing this, it is possible to further suppress the movement of the vehicle when the clutch 40 is completely engaged from the half engagement. Thus, when the clutch 40 is fully engaged, the motor 32 stops rotating.

  Thus, when the temperature tm of the motor 32 is less than or equal to the threshold tmref2 and the temperature ti of the inverter 34 is less than or equal to the threshold tiref2, the electrical angle θe of the motor 32 is stopped within a predetermined range. This is because it can be determined that the temperature tm of the motor 32 and the temperature ti of the inverter 34 have become sufficiently low. Further, when the temperature tm of the motor 32 is higher than the threshold tmref2 or when the temperature tc of the clutch 40 is higher than the threshold tcref even when the temperature ti of the inverter 34 is higher than the threshold tiref2, the electric angle θe of the motor 32 is in a predetermined range Stop rotating within. Thereby, overheating of the clutch 40 can be suppressed. The motor 32 is rotated to some extent and the motor 32 is rotated until the temperature tc of the clutch 40 becomes higher than the threshold tcref after the motor 32 starts to rotate (after the clutch 40 is half-engaged). It is considered that the temperature tm of the motor 32 and the temperature ti of the inverter 34 are lower than immediately before the start. That is, even if the rotation of the motor 32 is stopped, the possibility that the motor 32 and the inverter 34 will overheat immediately (in a very short time) is considered to be low.

  Here, the predetermined range in the process of step S170 will be described. FIG. 4 is an explanatory drawing showing an example of the relationship between the electrical angle θe of the motor 32, the phase currents Iu, Iv and Iw of the respective phases, and the maximum absolute values of the phase currents Iu, Iv and Iw. Here, the maximum absolute value of the phase currents Iu, Iv, Iw means an absolute value of one of the phase currents Iu, Iv, Iw of the motor 32 having the largest absolute value (for example, the phase current Iu). As shown in the drawing, any one of the phase currents Iu, Iv, Iw of each phase crosses zero at 60 ° intervals (0 °, 60 °,...) At the electrical angle θe of the motor 32. The maximum absolute value of the phase currents Iu, Iv, Iw is minimized at the zero-crossing electrical angle at which any of the phase currents Iu, Iv, Iw crosses zero. In consideration of this, in the embodiment, the range of the zero cross electrical angle plus / minus α (for example, 3 °, 5 °, 7 °, etc.) is set as the predetermined range. Then, by stopping the electrical angle θe of the motor 32 within a predetermined range (preferably, zero cross electrical angle) by the process of step S190, the heat generation of the motor 32 and the inverter 34 when the motor 32 is stopped and thus the temperature It is possible to suppress an increase (increase the time until the temperature tm of the motor 32 becomes higher than the threshold value tmref or the temperature ti of the inverter 34 becomes higher than the threshold value tiref).

  In the electric automobile 20 according to the embodiment described above, when the temperature tm of the motor 32 becomes higher than the threshold tmref in the hold state in which the torque is output from the motor 32 and the vehicle is stopped, the inverter 34 When the temperature ti becomes higher than the threshold tiref, the clutch 40 is half engaged and the motor 32 is rotated. Thereby, the excessive temperature rise of the motor 32 or the inverter 34 can be suppressed. When the temperature tc of the clutch 40 becomes higher than the threshold value tcref while the motor 32 is rotating, the clutch 40 is completely engaged to stop the rotation of the motor 32. Thereby, the excessive temperature rise of the clutch 40 can be suppressed. As a result, excessive temperature rise of the motor 32, the inverter 34 and the clutch 40 can be suppressed.

  In the electric vehicle 20 of the embodiment, the temperature tm of the motor 32 is equal to or less than the threshold tmref2 and the temperature ti of the inverter 34 is equal to or less than the threshold tiref2, or the temperature tm of the motor 32 is higher than the threshold tmref2 or the temperature ti of the inverter 34 When the temperature tc of the clutch 40 is higher than the threshold value tcref even when the threshold value is higher than the threshold value tiref2, the electric angle θe of the motor 32 is stopped within a predetermined range. However, at these times, the rotation of the motor 32 may be stopped regardless of whether the electric angle θe of the motor 32 is within the predetermined range.

  In the electric vehicle 20 of the embodiment, when the clutch 40 is half engaged, the motor 32 is controlled such that the same torque as that when the clutch 40 is fully engaged is output to the input shaft 42 a of the automatic transmission 42 It should be done. However, the torque output to the input shaft 42a of the automatic transmission 42 is smaller than that when the clutch 40 is fully engaged, for example, regardless of whether the clutch 40 is fully engaged or partially engaged. Alternatively, the motor 32 may output the required torque Tin *.

  In the electric vehicle 20 of the embodiment, the battery 36 is used as the power storage device, but any device capable of storing power may be used, and a capacitor may be used.

  In the electric vehicle 20 of the embodiment, the automatic transmission 42 uses a 4-speed automatic transmission, but an automatic transmission such as 5-speed, 6-speed or 8-speed may be used. .

  The electric vehicle 20 according to the embodiment includes the motor 32, the clutch 40, and the automatic transmission 42 (a plurality of clutches and brakes), but includes only one of the clutch 40 and the automatic transmission 42. It may be

  In the embodiment, the configuration of the electric vehicle 20 is provided with the traveling motor 32 and the clutch 40 and the automatic transmission 42. However, in addition to these, a configuration of a hybrid vehicle may also be provided with an engine. For example, in addition to connecting a motor to a drive shaft connected to a drive wheel via an automatic transmission or a clutch, a hybrid vehicle may be configured to connect an engine and a generator to the drive shaft via a planetary gear. Further, in addition to connecting the motor to the drive shaft connected to the drive wheel via an automatic transmission or a clutch, the engine may be connected via a second clutch.

  The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of "Means for Solving the Problems" will be described. In the embodiment, the motor 32 corresponds to a "motor", the inverter 34 corresponds to an "inverter", the battery 36 corresponds to a "power storage device", the clutch 40 corresponds to a "clutch", and the electronic control unit 50 It corresponds to a "control device".

  In addition, the correspondence of the main elements of the embodiment and the main elements of the invention described in the section of the means for solving the problem implements the invention described in the column of the means for solving the problem in the example. The present invention is not limited to the elements of the invention described in the section of “Means for Solving the Problems”, as it is an example for specifically explaining the mode for carrying out the invention. That is, the interpretation of the invention described in the section of the means for solving the problem should be made based on the description of the section, and the embodiment is an embodiment of the invention described in the section of the means for solving the problem. It is only a specific example.

  As mentioned above, although the form for implementing this invention was demonstrated using the Example, this invention is not limited at all by these Examples, In the range which does not deviate from the summary of this invention, it becomes various forms Of course it can be implemented.

  The present invention is applicable to the automobile manufacturing industry and the like.

  Reference Signs List 20 electric car, 22a, 22b drive wheel, 24 differential gear, 26 drive shaft, 26a rotation speed sensor, 32 motor, 32a rotation position detection sensor, 32t temperature sensor, 32u, 32v current sensor, 34 inverter, 34t temperature sensor, 36 Battery, 36a voltage sensor, 36b current sensor, 38 power line, 40 clutch, 40t temperature sensor, 42 automatic transmission, 42a input shaft, 42b output shaft, 50 electronic control units, 52 CPU, 54 ROM, 56 RAM, 60 ignition Switch, 61 shift lever, 62 shift position sensor, 63 accelerator pedal, 64 accelerator pedal position sensor, 65 brake pedal, 66 brake pedal position sensor, 68 vehicle speed sensor, D11 to D 16 diodes, T11 to T16 transistors.

Claims (1)

Motor,
An inverter for driving the motor;
A power storage device that exchanges power with the motor via the inverter;
A clutch provided between the motor and the drive wheel;
A controller for controlling the inverter and the clutch;
A car equipped with
When the temperature of the motor and / or the inverter becomes higher than a first threshold while the control device is outputting torque from the motor and the vehicle is at rest, the clutch is half engaged To execute the half engagement control for controlling the motor to rotate, and the clutch is fully engaged when the temperature of the clutch becomes higher than the second threshold during the half engagement control. Control the motor to stop rotating,
Automobile.

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